Hydrocarbon-engine.



J. M. MEYER.

HYDROOARBON ENGINE. APPLICATION FILED DEG. 22, 1906.

4 SHEETS-SHEET l. V

J. M. MEYER. I HYDROOARBON ENGINE. APPLICATION FILED D30. 22, 1906.

91 5, 103. Patented Mar. 16, 1909.

4 SHEETS-SHEET 2.

J. M. MEYER.

HYDROGARBON ENGINE.

APPLICATION FILED DBO. 22, 1900.

Patented Mar. 16, 1909.

4 SHEETS-SHEET 4.

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:yiyjwtyr i wwu p I this i use c JOHN MAX irsrnegoir WEST cn'ns'ren, rENnsYLvANiA.

nrnnccsn I Specification of Letters latent.

Eatentetl March 16, 196E.

Applicgttion filed December 22, 1998. Serial No. 3%,193.

To aZlwho m it may concern:-

Be it known that I, JorIN MAX MEYER, a. citizen of the United States, residing at NVest Chester, in the county of Chester and tote of Pennsylvsnicplisve invented certein'- new end useful Improvements in HydrocarbonEngines, of which the following is specification, reference being had therein to the accompanying drawing.

-My invention relates to internul-combus tion engines of direct acting explosion type and particularly to whet are known as two cycle engines. This statement is one of definition end not'o'f limitation, as 1 contemplate applying my improvements to any engine wherein they are economically appl1- The invention has for its object to provide meens whereby the efficiency of, engines of the type stated may be increesed, end the lesi n thereof im Jroved in divers articup lers 'WlllCIl will sufficiently appear from the detailed description hereinafter.

the several Valve ports,

I attain my principal object, which is to increase the efficiency of engmes or the type 'mentionecl, by modifying the arrangement,

relations, and controlling the operetionof leretofore the hydrocarbon fuel has been admitted to the cylinder after being vaporized and mixed with eirfthen the residue of the ertplosion has been expelled through the exhaust opening by means of pressure wholly or portly created by the inrush of a fresh supply of fuel. It has been customary to leave both the mist and the exhaust ports open during this process oi sweeping out the products oi combustion, both ports being succeedingly closed as the piston reverses its travel.

Such on arrangement is highly inel'licient for the reason that there can be absolutely no compression of the fuel gas in the cylinder beyond that produced by the movement of the piston itself. In all engines of this type of which Ihzrve knowledge, the hydrocarbon is first token into some kind of a. mixing and con'ipressiug chamber, usually thecrcnk case, and is there paced under pressure by the piston in its forward or driven movement. Near the end of the direct forward stroke theports are first opened and then closed, as l have already stated, but there can be no compression produced behind the piston when the hush ga s rushes into the cylinder because the-exhsust'poit is open. In fact, unless the edjustincnt of ports sud pressures is ouite accurate, there is usually 1, waste of iresh hydrocarbon gas from the exhaust valve at each stroke.

The present invention enables me to produce an initial pressure behind the piston as it starts back on the return stroke. This is accomplished by means of a sliding piston. ring or sleeve coupled to the connecting rod and so arranged that at the beginning of the return stroke it closes the exhaust port in advance of closing the inlet port. In other Words, I arrange my ports so that the inrush of fresh air or fuel gas first sweeps out the products of combustion, and then continues to enter for a brief period after the exhaustport is closed. I have-found it possible by this means to increase the quantity return stroke and consequently the e'lliciency oi the engine ov r of great importance, lies in the shape and proportions of the piston, and the crank case or compression chuinber. The area, of piston surface exposed. in the cylinder is less then one-half the area of the surface which produces the compression in the crank case. This relative proportion is not invariable, but on increased area for the compression surface is essential in order to force at larger volume of gas in o the cylinder or explosion chamber than is displacedby the movement of the piston in its Ll1l\\=:l1 stroke.

A third feature of nu, iuvention,'u-'hich is formation of a vacuum chmnber' and suction der and above the enlarged or flanged end of the piston. The vacuum chamber is connected to the exhaust pipe, and the exhaust port opens into it. A: check valveopening outwardly is placed at the outercxhaust opening, and the result is that the cylinder exhausts into the vacuum chamber, pnd the latter into the air or any suitable receiver, with little or no nois- The explosion chamher is completely swept out at each exhaust, a careful examination and chemical test foilingto show any residuum alter the complete stroke. The suction inlet chamber enables me to dispense with any screen or-other device for protecting each fresh charge from ignition by the heated roducts of combustion remaining after the est explosion. This of gas in the cylinder at the beginning of the inlet cholnbcrcround the wells of the cylininlet chamber opens into the crank casing 01" A second. feel .lreol my 1nvention, which is corollary or subsidiary to the second, is the as the'piston moves up on its returnstroke,

compression chamber at one end, and into the cylinder through the inlet port at the other end. An inwardly opening check valve is provided at athird opening communicating with the outer air, and the carbureter or fuel supply valve is connected directly with this air inlet chamber, in proximity to the compression chamber opening. In operation,

it produces rarefaction in the air inlet chamber as well as in the compression chamber, a fresh supply of air is drawn in the latter, and at the same time a column of fresh air comes in past the check valve and fills the inlet.

chamber. As the piston reverses its stroke and is again driven forward by an explosion, the gas lnthe com ressionchamber and the air in the inlet 0 amber are both placed under compression, and at the end of the stroke when the inlet and exhaust ports are both open, the air from the inlet chamber is forced into the cylinder in advance of the fresh fuel gas, sweeping out the products of combustion and preventing the fresh charge from being ignited.

A fourth feature of my invention is a novel form of water jacket, and other subsidiary features will sufficiently appear from the detailed description hereinafter.

My invention is illustrated as two embodiments in the accompanying drawings, in which Figure 1 is a vertical section of a standard type of water cooled engine having a modification of my improved iston substituted for the ordinary iston. ig 2, 3 and 4 are diagrams of t e same engine taken on the same section line, and showing the parts at different points in the stroke of the piston. Fig. 5 is a vertical section on the line .t:v in Fig. 6, showing a preferred embodiment of all the features of my invention. Fig. 6 is a horizontal. section on the line y-y of Fig. 5; Fig. 7 is a detailed view of the throttle lever removed. Fig. 8 is a horizontal section taken on the line 22 of Fig; 5, and Fig. 9 is a sinii lar section taken on the line H of Fig. 5.

Referring to Figs. 1 to 4, inclusive, A is the engine cylinder having an ex losion chamber A inclosed within its wal s, and having outer walls a in order to provide for a circulation of water for cooling purposes. This forms no part of my invention in itself, the method of constructingand cooling the cylinder being a matter of indifference as long as the interior surface permits the necessary stroke. The cylinder is cast preferably in one piece with a crank casing a closed at the bottom by a cap a and containin with. in it the compression chamber a. he fly wheel a is turned within this chamber by the crank arm- C coupled by means of the wrist-pin c and the corrhecting rod-C to the pin p on the piston P. The connecting rod c has a split crosshead the two halves of which The stud s is attached toand acting in conjunction with the piston to open and close the several ports of the cylinder in redetermined order- This sleeve is careful y surfaced inside and out so that its outer face fits the cylinder perfectly, and its inner face fits the iston. Outer faces are provided with suita le packing rings of any desiredconstruction, and since the movement of the sleeve on the iston'is limited, as will presently appear, have thus roduced in effect a compound piston of w iich the two parts travel together in obedience to the pressure created by explosion of the fuel gas, and also travel relatively to each other. The exhaustport of the cylinder is indicated .at a, the inlet port from the carbureter or suppily tank to the compression chamber is ,mar ed a), and the inlet from the compres sionchamber to the cylinder is marked 12*," being part of acontinuous channel or passage way commencing at an openingfl in the casing-a and continued at D by means of a cover plate (1 secured to the body of the engine and removable for the purpose. of clearing the screen and ports of the engine. The piston P is hollow, as usual in this type. of engine, and for convenience I have shown crown or head, carrying. the in This may be changedin practice. n t e upper ,side'of the head I provide a deflector or baffle plate p whose function is to deflect the mixture of gas and air entering throu h the passage way d, D, p", so that it will re thrown up into the explosion chamber A and effectually force out" the products of combustionthrough the port a. These inlet and exhaust ports are 0 en'ed by means of the registering ports p an 1), respectively, which are cut in the walls of the sleeve S. The piston P moves within the sleeve so as to cut off these ports at the lower end ofthe stroke'as will appear from the statement of operation. The invention in this form of jiengine resides particularly in, the sleeve S ,and its arrangement with relation to the piston on the; one hand and the cylinder on the other, the crank oscillating the connecta slot in one, side or wall of the piston, so that from the top, the piston walls being bye connecting arch p".

with exhaust open and closed, and the inlet the latter may he slid into the tubular sleeve still'ened l have shown the ordinary type olsparlr plug B at the upper end of the cylinder, but it is to be understood that this as well many other non-essential details of construction may be varicdas desired. r

The operation. of my improved engine will be fully understood by referring to the diagrammatic Figs. 2, 3, and a, which show the parts as they ap car different points in the stroke.' Fig. 1 shows the piston at the lower endof the stroke with the crank on center, and both inlet and 'exh' ist polls fully opened. Fig". 2 shows the p .ton at the upper end of thestrolie, the inlet and e):- haust ports of the cylinder being closed, and the inlet port a t thG'COlHpIBSSlOIl chan1- her being open. Fig. 3 shows the piston approaching the lower end 01'': the stroke,

Fig. l.- shows the piston still unmoved. or very slis'htly moved from the lower end oi the strorre, but with the sleeve S thrown'up sulliciently to close the exhaust a while leaving the inlet 2) still open. We will first assume the ports to be in. position. of Fig. 2, the explosion chamber A containing charge of gas under pressure, the ports a a to the com Ill'Qi-lfilfin chamber a open. A eparl: at the plug fi produces an explosion, which drives I 'down the piston, thereby turning the crank lower end of her a by way 0 the piston P, closing the exhaust a by leav- 'ing the l -9 P to the fact that the length of tune during until the parts are in the position shown in Fig. 3, the fresh gas in chamber a being; compressed by, the piston in its downward movement. s shown in Fig; 1, when the the stroke is reached, the e);-

, haust port a and the inlet port p are both opencch'and as the inlet port a is closed, fresh charge of gas will pass from the Cllfillk i the channel a, D, 12' into the explosion chamber A", being thrown. up by the deflector p and drivingthe products of combustion out into the air or to the muffler. As the crank C passes across cantcr, from the position of Fig. 3 to the position of Fig. epthe jaws of thecrosshead are thrown up as the crosshea-il turns on the pin so as to lift the sleeve S with relation to inlet 1) still open through the re storing port 11 The inrush of fresh gas continues until thccranlr arm in through a sul'licient ar sleeve S far enough to finally rloso I would call particular attention which this inlet port will remain open is regulated entirely by the size of theporr 1) andthis maybe made anything desired.

Before passing to the other figures of in drawings l WlSll to call particular attention to one point which is oi great importance in and inlet still closed.

l I l practice. This is, that I oiiset' the pin p from the center line of the piston, toward the left in the figures to a distance oi say ii to 3,". The purpose of this is to produce a more direct push on the crank pin, and also tr give greater leverage lorthe crosshead in action on the valve pin 8. A further effect is to quicken theaction in closing the exhaust port. 1 shall claim this feature broadly, I believe it to be original with-inc. It is not clearly shown in Figs. 1 to 4, but is apparent in Fig. 5.

Figs. to 9, inclusive, show the preferred form of my invention. The same reference letters are ap plied in thescligures as in Figs. 1 to t, with certain additional lctters inclicating additional parts not lound in the preceding figures. The cylinder A has expanded extension. walls a The piston has its body extended down within these extended cylinder walls, and is provided at the lower end with a circular flange p l'ra-ving an edge flange 17 fitted accurately to the extension cylinder walls a The body of the piston, together with the sleeve S works up and down within the cylinder walls a, and it should be understood that the piston, the sleeve S, and the p, are all provided with the usual piston packing rings. ln-this form of engine my cylinder and its extensions are castin one piece, a water jacket extending around the upper end of the lower part or the cylinder, "but stopping at the beginning of the extension walls a". The pockets of this water jacket are shown at w in Fig. 6. They do not show in Fig.5 or the other figures. The upper part of the cylinder is jacketed in a diii'erent manner. A double head is provided, the spark plug B passing through both heads into the explosion chamber, and a proper jacket a with an overturned head flange, is slipped over the cylinder head and forced down with its lower edge resting 'in a circular slot a formed in the offset or enlarged portionof the cylinder. By packing this edge tightly in the lot and. screwing the-upper flange i /v I 44] I n rlgllli} ion on p.16. cylindei head, 1 11nd that a bcrysimple and efficient jacket is produced, and the casting of the cylinder is vorv much snnphned.

The rnainbouy of the cylinder, where it is enlarged, has two valve openings with seats a and a, respectivelyis the seat of the exhaust valve, which is a check valve opening outwardly. This valve is indicated in its entirety by the letter 0, its stem. being: shown at e,.its casing at 6 and its disk at e". The exhaust chamber from which it opens 15 lettered E, and this extends completcly around the piston between the main cylinder and the jacket. it is circumscribed within the walls a which I have called the extension walls of the cylinder, and tlueiiauge i on the lower end of this piston works up and down within it so as to create a vacuum on the down stroke, the

com ression driving out the products of and the inlet port 31' for the explosion chamher on the cylinder is located as before. Between these two ports, however, I here extend a passage way composed of the chamber I and the channel a communicating therewith; These take the lace of the channel D in Fig. 1, and enab es me to dispense with the screen or grating used in that channel D. My air inlet valve 71 is located in the upper wall' of the inlet chamben' -II,

' having a disk i a stem/i, and a springs-a.

This valve opens iiw ardly, being influenced-J by suction or partiai vacuum in the chamber I which is produced by the upward move ment of the piston creating rarefaction in the crank casing a and thereby withdrawing the air or gas from the channel *5 through the ort (1. At thelower end of the passage or c annel 'L and in direct proximit to the port (1 I locate the carbureter or fue supply valve 15 This is,of peculiar construction, its deslgn constituting a feature of my mvention, which I shall claim. It will. be observed that the wall of the 'c linder is extended at a to form a lateral chamber, with vertical sleeves in'its opposite walls, one containing an opening f to receive the fuel supply from the feed pipe f, and the other receiving the 40 stem f of the valve j, which carries a circular disk f for the purpose of controlling the valve through the movement of the air column in the passage i which will be de-' scribed hereinafter. The sleeve or nipple f formed on the wall a in which the valve stem f plays, is threaded to receive the ca f within which a spiral spring f is locate abutting at one end on the inside of the cap and at the other :end on the, head of the valve stem. By adjusting the tension of this spring, the how of fuel may be absolutel y controlled, and for this purpose I pro' vide the throttle lever f which is clampedup'on the head of the cap by means of a friction band f which is best shown in Fig. 7.

' The lever f may be'directly controlled by hand in the case of a stationary engine, and in the case of a-mobile engine'ma be con.-

nected to anysuitable operating iandle orreceive a hnk. a

The operation. of't'his improved form (if engine is as follows: \Ve will assume the piston to be nearing the lower end of its stroke,

lever for which purpose I show an eye to substantially as shown in Fig. 5 but with the ports 2 and p still closed. The explosion chain er A is. filled with the products of combustion, while the crank chamber a, the passage way i and the inlet chamber I are all iilled with fresh air previously drawn in through the valve '5, (as the piston goes up). The valve F of the carbureter is tightly closed, and no fuel as yet has been admitted for any fresh charge. A vacuumhas been created in the chamber E by the downward movement of the flange p on the piston, and this vacuum, or rather the ex ternal atmospheric pressure maintains the exhaust valve 6 tightlyclosed. With these conditions We will assume. the piston to coni tinue its travel and the ports p and to be open as shown in Fig. 5. Since the charm bers I-ie contain air under compression, the chamberQE contains a vacuum and the explosion chamber A contains products of combustion, a sudden movement is immediatelyhproduced in the fresh air through the port 2) into thepombustion chamber, and sweeping all the products' of combustion from it through the port p into the vacuum chamber E. During'the movement of this column of fresh air through the passage way i, pressure on the under side of the disk f of the valve F opens the same, and permits a certain amount of fuel to enter I and mingle with the air inthe passage way i. Since the valve F is.located at the lower end of this passage way, however, it is obvious that the entire column of air above the valve, that is to say all the air in the passage way i and the chamber I, wilbpass into the chem her A without any admixture of fuel gas. whatever. Since all of this air is under heavy compression, the volume of pure air thus forced into the cylinder infadvance of any charge, is amply sufficient-to sweepfout every vestige of the products of combustion. In addition 'tothis mechanical efiect'in sweeping out these products, I may addthat this expansionof compressed air into the" chamber A absorbs heat therefrom, and cools the chamber and its .wa'lis,just-at the instant when this action'is-most beneficial. This rush of fresh air-through the cylinder is followed by the airwhich' was in the casing 115 a, mingled with fuel-gas as it passes the yalve F, but by the time this charging vapor reaches the chamber A, the exhaust port 12* is closed, and an. initial pressure isimmediately produced in the chamber A which is directly roportional to theu'atio' of the surfaces of t he'p'iston head above,and the same with the flanges p? addedbelow, To put this .in another way,-it-'ins be said that the volume of gas or the compression charm-.12! her a is much greater than the volume of the chamber A; and it should be noted that all the conditions are favorable for a maiiimum the crank chamber a" the pressure remaining in the chamber A after exhaustion being brought to any desired point by simply making the vacuum ump large enough. As

the crank turnsanr the piston reverses its movement, the inlet valve p is also closed and of course the charge n the chamber A j is still further compressed in the usual manner'by'tlie piston 1n it's upward movement.

Ill

As the piston moves upward, its lower flanges travel ng with it produce rare'lcctron m t is crank chamber a", while they also produce compression in the vacuum chamber E. The efiect of the rarefaction in the chamher c is to draw in 'lreshalr through the valve i, the downward. movement of this air;- lreeping the valve F closed by means of pressure on the dlskf- The efi'e'ct of the compression in the vacuumchamber E, on

the other hand, is to force out the products of combustion through the valve 2 into the outer air.

It will be observed that many changes can be made in details of construction in this on: gine without departing from the spirit of my invention. The engine is not only more eilicicnt in the actual production of power for a given ZUHOUIlfi-O'l fuel than any of" its predecessors within my knowledge, but it is an improvement in many other ways. For

example, thecycle of operations is such as Jo give the engine a strong tendency toward self-cooling, and the cooling at each step: occurs at a place and time when it is mostrequired. I have found that by exhausting into the vacuum chamber as described, no mufiier is required,'and the engine is almost noiseless. i

, It is my intention to claim herein bbtll broadly and specifically all the improvements l have described, as well as the, method of operating, and I WISH it distinctly understood that all changes which do not effect the main characteristic features of the invention are intended to be included within the scope of these claims. 7 I

Having thus described my invention what 1- claini and desire to secure by Letters Patent is:

1. In an internal combustion engine, the combination of a cylinder having inlet and exhaust ports, a piston traveling therein, a connectingrocl extending from said iston to the'driven parts, and a valve trave ing with the piston and controlled by the connecting rod to open'and close the c exist and inlet ports.

in intern-cl combustion engine, a cylinder, :1 piston, end an intermediate rm 1 n 1 I or slide, a connecting roe for tne piston, an

an extemion thereon engaging the ring or ,slide so as to niove the same ditfei'entiall "with respect to the iston, together Wit valve orts controlled ysaid ring or slide."

3. n an internal combustion engine, a cylinder, a piston traveling therein, valve ports for inlet and exhaust, and. means conopen simultaneously for a predetermined time, p I

e. in an internal combustion engine, a

ports for inlet and exhaust, a valve, and means directly connecting the piston and valve for operating the latter in the movement of the former :to control said ports. I

5min an internal combustion engine, a cylinder, a piston, a cornecting rod having a crosshead, a slide valve intermediate the pistonand cylinder, inlet and exlmust ports l controlled thereby, end a connection between the,conneoting-10(l-crossheml and the inlet val'vegwhereby said valve and the piston ferential motion of the vave on the piston.

6. In "an internal combustion engine, a cylinderya hollow iston, and an extension to said cylinder inclcsingv a oom ression chamber, -an inlet port for the c lin er con nected with. the compression chamber, an exhaust port for the cylinder, and. c supply port for the compression chamber, togeti er with a differential slide valve carried. by and movable on the .piston, the arrangement arcing such that llllBXllilllSl? from the cylinder is closed by said valve While the inlet from thecompression chamber remains 0 en.

7.' In a liydrocarbonxengine, a c inder, a piston traveling in said cylinder, a s ide valve connecting rod) with a lateral connection from the crlggk shaft to the slide valve, and a mist pin 1 1' ,he connectin rod on the piston offset from the axis t ereof on the side away the slide valve connection.

8. In an internal,combustionengine, the

time and closed in sequence.

10, In. aninternal combustion eng nea cylinder, valve ports for exhaust anoinlet, and means for controlling said ports whereby they are both open simultaneously for a predetermined time and. closed in sequence,

tgiplling said ports which permits both to be.

travel as a, unit with a su lementcl or (lit combination with a reciprocating piston, of a 9. In an internal combustion engine, a

c linden a iston traveliin therein valve I c J traveling with. the piston, a crank shaft and.

' i Whereby they 1 are both simultaneously opien for a predetermined said means acting to close the exhaust port i of supply for said cylinder, a crank shaft and first so as to produce initial compression in i connecting rod driven by the piston, and an the explosion chamber. 1 inlet valve traveling with the piston having 15) 11. In an internal combustionengine, a separate motion thereon and operated by cylinder, a piston traveling in said cylinder, the said connecting rod in its travel. a crank shaft and connecting rod, and a i In testimony whereof I affix my signature valve traveling With the piston and 'posi in presence of two itnesses. tively moved in relation thereto, both to l JOHN MAX E I open and to close, by said connecting rod in its travel. Witnesses:

H; B. CAMPBELL,

12. In an internal combustion engine, a 1 p ED ARD E. CLEMENT.

cylinder, a piston traveling therein, a source 

